Lateral access river transit system

ABSTRACT

An interconnection apparatus between a riverboat and a shuttleboat is disclosed that provides for the equalization of the vertical distances between the deck surfaces of the riverboat and a shuttleboat docked alongside. An uppermost and a lowermost docking member functions to adhere the respective hulls in close proximity one to another while a sensor sub-assembly, `reads` the displacement of the shuttleboat hull in the water and communicates this data to an on-board control system that, in turn, actuates a number of hydraulic lifters. As the respective deck elements of the riverboat and the shuttleboat(s) are equalized, sliding doors are opened on the shuttleboat and the riverboat allowing pedestrian traffic to move, en mass from one vessel to another. Subsequent to the re-activation of the doors, as the respective doors are closed, the elevating deck descends to thereby allow passengers to move freely about the riverboat/shuttleboat vesseles, to thereby complete the transfer process.

This application is a continuation-in-part of application Ser. No.07/059,602, filed June 8, 1987, now abandoned.

FIELD OF INVENTION

The present invention relates to mass transit facilities and moreespecially to a water mode of travel utilizing riverboats andsupplemental shuttleboats that bond to the riverboat, while underway, toeffect a transfer of passengers to and from the shuttleboats to theriverboat.

More particularly, the present invention relates to a means for ingressand exit of passengers from the shuttleboat, to the riverboat andfurther for a means for elevating a portion of riverboat decking tofacilitate the safe, level, convenient footing necessary as passengersembark and disembark from one vessel to the other.

BACKGROUND TO THE INVENTION

There is a long felt need to find economical, safe, and efficientalternative transportation means. The need to develop these alternativesis critical in light of present day congestion and related environmentalfactors associated with the automobile.

One of the recurring areas that are most in need of alternativetransportation solutions is the daily grind, over relatively short, buthighly congested highways, to and from work. The present invention isone such alternative.

The present invention relates to a means for providing a convenient,safe, and economical arrangement of elements so as to facilitate theunimpeded movement of passengers through the transit system.

In operation, there is a continuing variation in the displacement of theshuttleboat, over the waterline. Displacement, or how high or low theshuttleboat rides in the water is predicated on its loading, how manypassengers, how much fuel or, in the case of hydrofoil boats, whether ornot the shuttlecraft is planing on its hydrofoils or down on its hull.

These factors and more function to establish the exact height of thefinish deck level over the water and, by extension, function toestablish the vertical gradient between the decking of the shutle-boatand that of the ship to which it docks.

A separate, but functionally interrelated objective, is that ofproviding fast, safe exit and ingress means for the passengers so as tofacilitate the flow of people to and from the vessels. The manner andarrangement of the elements in the present invention functions toprovide both a means for ingress and exit, of large numbers of people,with an elevating means for the leveling of the respective deckingelements.

A further, but fundamental factor is safety. In this respect it isnecessary to have the device operate with a degree of precision,essentially leveling the respective decking elements to within closevertical tolerances; and, to thereby avoid `tripping steps,` such aswould be caused by slight differences in the elevation of the respectivesurfaces.

SUMMARY OF THE INVENTION

An objective of the invention is to provide a means for large numbers ofpassengers to enter and exit a shuttleboat/riverboat combinationquickly, efficiently, conveniently and safety.

Another object of the invention is to provide means for elevating theriverboat companion decking so as to provide a level flooring surfacefor pedestrain foot traffic.

A still further object is to provide means for vertically adjusting theelevating riverboat decking so as to faciliate the movement ofpassengers around the riverboat itself, such as to moving to otherdecks. These and other objectives of the invention reside in theelements thereof and in the co-operative arrangements of the parts aswill hereinafter be more fully described and claimed.

DESCRIPTION OF THE DRAWING

FIG. 1 is an elevation view showing a riverboat of shallow draft andflat bottom design such as in typical of riverboats such as may be foundon the Mississippi River. FIG. 1 also illustrates the lateral mountingthereto of a plurality of docking members, the elements of which isintegral to the operation of both the ingress/exit means and the deckelevating means of the invention.

FIG. 2 is a plan view illustrating a riverboat having two shuttleboatsalongside, docked and further having capacity for two additionalshuttleboats astern; the riverboat, in the preferred embodiment, havingcapacity for docking four shuttleboats at one time.

FIG. 3 is a cross-sectional view, taken along line 3--3 of FIG. 2 thatillustrates an uppermost docking member and a lowermost docking member,a hull configuration and elements of the riverboat deck elevating means.

FIG. 4 is a fluid power simplified schematic that illustrates the basicfunctional arrangements between the elements of the invention, such as asensor assembly, a control curcuit and a plurality of servo-mechanismsthat actuate hydraulic lifters under the elevating deck.

FIG. 5 is a perspective view of the deck elevating means that alsoillustrates a typical track, sliding door and supplemental elevatingmeans that elevates concurrently with the elevating deck to providethereby a substantially continueous footing for pedestrains using theriver transit system.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring now to the drawing in which like numerals represent likeelements throughout, apparatus 10 can be seen to include a riverboat 12having a shallow draft, broad beamed hull and a super-structure 12' andbridge 12" as shown in FIG. 1.

Superstructure 12' extends substantially to the outer reaches, the beamends, of hull 12 and has a plurality of sliding doors or partitions 20'that are `hung` from overhead suspension elements (not shown), the doors20' slidably disposed from a closed position adjacent a shuttleboat 14to a open position 94 as illustrated in FIG. 2. The interior ofsuperstructure 12 being partitioned substantially as shown with stairsand elevators (E) leading to upper decks; doors 32 leading out ofelevating means 26 as deck level 24 is leveled with stationary deckingon ship 12.

A series of accessory, non-movable walls or partitions 22 extendlongitudinally fore and aft to substantially extend the length of ship12. Partitions 22 in combination with partitions 28 define spaces withinwhich elevator means 26 is vertically disposed. Bulkhead partitions22/28 provide structural support for elevating means 26.

Superstructure 12' has a height `h`, the value of which is applicationdependent that is determined by calculating the range of values of avertical gradient, from low to high, that would be encountered betweenthe passenger elevation of a shuttleboat 14 and the elevation of theelevating means area(s) 26. The value of `H` then being sufficient toallow elevating means to rise or lower as needed to position the finishdeck level with the finish deck level of shuttleboat 14 when theshuttleboat has been secured to the riverboat 12. The mechanism by whichthis deck segment is positioned level with the flooring of theshuttleboat is described more fully hereinafter.

With reference to FIG. 3, it can be seen that apparatus 10 includes anuppermost docking element 42 and a lowermost docking element 42', theuppermost and lowermost docking elements having hydraulic actuators 44'and 44 respectively that position docking elements 42/42' against hull14 as the docking sequence is undertaken.

Uppermost docking element 42 is above waterline 64 and operatespneumatically by a negative air pressure valved through sleeve 1, theair being drawn from ambient air through orifices 39 in docking element42. Negative air is channeled through hull passage 50" and thencethrough passages 50, 50' for subsequent conditioning and ventilation, byany conventional means, into elevating means 26 for passenger health andcomfort.

Lowermost docking element 42' is hydrostatically driven, establishing aventuri area of negative pressure acting against the curvature of hull14, as does docking element 42, acting pneumatically. Docking element(s)42/42' are pivotably mounted on the outer reaches of each respectivehydraulic arm, but while uppermost docking element actuator 30' ismounted stationary within a concaval hull section 38, reinforced by wallelement 39, lowermost craddle element actuator 30" is elevationallypivoted through a limited range of motion from zero degrees to thehorizontal to plus or minus 35 degrees. Hydraulic arm meter element 51is recessed into hull section 38'.

Both uppermost and lowermost docking elements are recessable into arespective hull section to avoid damage thereto as the riverboat 12 isberthed or must navigate locks. Uppermost docking element 42 recessesinto concaval hull section 41 while lowermost docking element 42'recesses into concaval hull section 38'. Hull section 48 is a supportelement for bumper element 46/46' that extends convexally, functioningas a protective protrudance for concaval hull sections 38/38' andfurther defining within themselves passages 50/50' for the conduction ofair therethrough from one part of the hull 12 longitudinally to anotherpart.

In lowermost docking element 42', as water is pumped through, the wateris drawn through tubelike telescoping element 40 that pivots on mountingelement(s) 92 that is attached to hull section 38'. A flexible element90 induces the induction of water close to hull 14, adjacent to craddleelement 42'. Water thus drawn, by pump/motor 52 is pumped out throughdischarge pipe 54 on the bottom of hull 12.

(Water thus pumped out a bottom discharge is known, in some instances,to cause a slight reduction in the co-efficient of drag of the vessel'shull and thus to improve fuel economy.)

In the docking operation, as the hulls are positioned adjacent one toanother, circuitry 35 relays input signals from sensor(s) 70 to controlcurcuit 74 as shown in FIG. 4. Circuit 74 activates pump motor 72 thatactuates vacuum pump 78. Air is withdrawn through outer sleeve element40 and a venturi effect 86 as is symbolically shown in FIG. 4, isgenerated partially due to the withdrawal of air between the hullsurfaces and also partially due to the curvilinear configuration of thehull.

A distance of actuator 30" extension X is calculated by an on-boardcontrol curcuit (not shown). The calculation is based on the amount ofhydraulic fluid pumped into element 38' before actuator 30" encountershull 14. As hull 14 biases to docking element 42', the extension ofactuator arm 30" ceases and the amount of fluid metered through meterelement 51, at that time, is communicated electronically to the controlnetwork 74 as illustrated in fluid flow chart, FIG. 4.

As the actual distance x is measured by the fluid used in actuator arm30", and as the configuration of hull, the curvature radius, is knownand is included within the data base on the riverboat on-board controlsystem, the specific, point to point correspondance between theshuttleboat hull and the riverboat hull is calculated.

The objective of the calculation is to establish the existingdisplacement of the shuttleboat, the elevation of the deck with respectto the elevation of the riverboat deck. As docking proceeds, and as abond is established between the two hulls by the partial vacuum, theapplication of negative air pressure on the hull surfaces, both vesselsare underway, proceeding parallel one to another.

Uppermost docking element is pneumatic while lowermost docking elementis hydrostatically driven. Reasons for this are twofold: First, itprovides for two independent mechanisms, each working in its respectivefluid, i.e., air or water. This provides a higher degree of operationalsafety to compensate for unexpected disturbances in the air, such as agale force, sufficient to impede the operation of uppermost dockingelement 42.

Uppermost docking element area 16, and lowermost craddle area 20, asshown in FIG. 1 are application dependent in that the total areas arecalculated by the size of the shuttleboats (the weight) to be secured tothe riverboat 12, and further by a survey of the wind and waterconditions under which the system is to operate; that is, the higheraverage wind conditions, the larger must be the areas 16/20 tocompensate for the additional wind loading on the respective hulls ofthe vessels. Bumper elements 46/18 cushion any movement with respect tothe hulls as docking elements 42/42' secure the shuttleboat to theriverboat hull. Bumper elements 46/46' include an overhang element 18,as shown in FIG. 1, that is made of any suitable cushioning material,such as flexible rubber. As the docking progresses, the control system74, FIG. 4, calculates the dynamic elevation of the shuttleboat--as bothvessels are in motion and as the shuttleboat may have hydrofoils, thehydrodynamic lift generated by the hydrofoils, even at relatively lowspeeds, such as ten to fifteen knots, will provide a small co-efficientof hull lift that must be accounted for in the apparatus if both decklevels are to be made equal in elevation. Therefore, hull curvature isthe first `feedback` criteria that is calculated by the extension ofhydraulic actuator(s) 30"; that is, the further `under` the shuttleboatvessel that the actuator must extend to bias against it, the higher inthe water the shuttlecraft is riding. Each extension position thencollates to an approximate position on shuttleboat hull 14.

Uppermost and lowermost docking elements then provide two functions;first, a securing function of biasing one hull against the other, andsecondly, of providing data input to an on-board control system 74 forcalculating the elevation of shuttleboat 14 in the water. This provides,however, only a first calculation as differences in actual hullconfigurations will translate into different elevational readings.

Sensor apparatus 70/70' is embedded within hull structure 14 and hullstructure 12. Sensor apparatus 70/70' may be any conventional sensingmechanism such as photoelectric relays or pressure sensitive switchessuch as to provide electrical input, in a paired array, as shown in FIG.3.

As uppermost docking element and lowermost craddle element establish abonding to hull 14, the resultant fluid meter generated data input tothe control system provides a range of elevational values. The controlsystem establishes a lower and upper limit to the elevations based ondata generated as a result of the uppermost and lowermost dockingelement positioning on the shuttleboat hull.

With the range of values established, a format is established withinwhich the readings, or paired input from the sensors may be positionedand a second calculation on the relative elevation of shuttleboat hullwith respect to the riverboat hull 12 is generated within the controlsystem.

As the data from both the metering apparatus 51 and the sensor array70/70' is communicated to control curcuit 74, servo elements 31, mountedon hydraulic lifter elements 30 are actuated. Fluid is pumped from tank88 to hydraulic lifter elements 30 that are arrayed under floor element24 of elevating means 26.

Elevating means 26, rests on hull bulkhead elements 36 when at rest. Asservo elements 31 actuate, hydraulic lifters 30 extend upwardly, underprogram control, through floor apertures 24'.

As elevating means 26 is displaced upwardly, supplemental elevatingmeans 56 is actuated, in conjunction with elevating means 26. As control74 actuates, hydraulic fluid is pumped from tank 88 to cavity 58' toeffect an equal elevational displacement to elevating means 26. Assupplemental elevating means 56 is displaced upwardly, upper surface 18,as shown in FIG. 2, is raised equal to the calculated elevation of hull14.

Supplemental elevating means 56 has folding element 60 disposedlongitudinally thereto such as to unfold, vertically, as hydraulic fluidis pumped into cavity 58'. Plate element 58 is pivotably mounted onsupplemental elevating means 56 and extends between supplementalelevating means 56 and elevating means outer wall element 26' so as to`ledge` on the outer wall element to effectively cover sliding doorguide track 26", preventing reactuation of the moveable partition, theupper surface elevation of plate 18 being nearly identical to theelevation of elevating means 62' and to the elevation 62 of ashuttleboat 14.

Supplemental elevating means 56 has folding elements 60 disposedvertically between hull support 36 and plate 58 so as to provide anexpanding member as hydraulic fluid is pumped into cavity 58'.

An override switch, manual control, is provided in control system 74 toaccommodate any unusual circumstances, allowing safety operators tomanually position the elevating means as needed for the safe, unimpededtransfer of passengers.

In launching a shuttleboat away from the riverboat, hydraulic motor 78is actuated that extends hydraulic accumulator 30' outward that hasdocking element 42 disposed on the outer reaches thereof. Hydraulicvalve 80 is under the control of curcuit 74 and as the air pump andhydraulic pump are both reversible positive air is valved through sleeveelement 40 and hydraulic accumulator 30' is withdrawn as the shuttleboatis launched from the riverboat 12.

It will be apparent that the objects and advantages of the inventionhave been accomplished. The foregoing should be considered asillustrating the principles of the invention and further, since numerousmodifications and changes will readily occur to those skilled in theart, it is not desired to limit the invention to the exact constructionand operation shown and described, and accordingly, all suitablemodifications and equivalents which may be resorted to fall within thescope of the invention.

What is claimed is:
 1. A river transit apparatus, comprising a vacuumactuated means for biasing at least one shuttleboat hull to a riverboathull, said vacuum actuated biasing means having elevating means disposedtherewith,said shuttleboat hull having as least one deck member disposedtherewith, said riverboat having a plurality of deck members, each oneof said riverboat deck members having said elevating means disposedtherewith, said elevating means having control means, whereby as saidriverboat and said shuttleboat are respectively biased one to the other,and as said elevating means is actuated, at least one of said riverboatdeck members is leveled with said shuttleboat deck member.
 2. A rivertransit apparatus, comprising a means for biasing a shuttleboat hull toa riverboat hull, said biasing means having an elevating means disposedtherewith,said riverboat having a plurality of deck members, saidshuttleboat hull having at least one deck member, each one of saidriverboat deck members having said elevating means disposed therewith,said elevating means having control means, said biasing means includesan uppermost docking element and a lowermost docking element, saidlowermost docking element having means for extension from saidriverboat, said control means having means for metering said extensionmeans, as said extension means is actuated, said control means actuatessaid elevating means, whereby as said riverboat and said shuttleboat arerespectively biased one to the other, as as said elevating means areactuated, at least one of said riverboat deck members are leveled withsaid shuttleboat deck member.
 3. A river transit apparatus as recited inclaim 2 wherein said biasing means includes an uppermost docking elementand a lowermost docking element, each one of said uppermost dockingelement having means for pneumatic actuation, each one of said lowermostdocking element having means for hydrodynamic actuation whereby as saidbiasing means is actuated, said shuttleboat hull is biased to saidriverboat hull pneumatically and hydrostatically.
 4. A river transitapparatus as recited in claim 3 wherein said riverboat havingsupplemental elevating means, said supplemental elevating means beingintegral to said elevating means of said riverboat hull, said controlmeans actuating said supplemental elevating means as said elevatingmeans is actuated whereby said supplemental elevating means actuates inconjunction with said elevating means.
 5. A river transit apparatus asrecited in claim 2 wherein said elevating means includes at least onemoveable partition, at least one of said moveable partitions beingdisposed adjacent said elevating means and adjacent said supplementalelevating means, at least one of said moveable partitions being disposedbetween said elevating means and said supplemental elevating means, saidsupplemental elevating means being actuated as said moveable partitionis actuated, whereby as at least one of said moveable partitions isactuated, said supplemental elevating means prevents said moveablepartition from inadvertent reactuation.
 6. A river transit apparatus asrecited in claim 1 wherein said biasing means includes a lowermostdocking elements, said lowermost docking elements having pivot meansdisposed therewith whereby as said biasing means is actuated saiddocking element is matingly disposed to said shuttleboat hull.
 7. Ariver transit apparatus as recited in claim 1 wherein said riverboathull includes a concaval and a convexal hull configuration whereby saidbiasing means is recessed into said riverboat hull.